One doesn't actually have to mention, that the FVA would be successful in the Formula 2. In this case, the order from Ford was, to begin with the DFA, which in its design as a V-8, was very similar to a double FVA. At this time, Cosworth was considered by talented engineers, to be the number one works. Mike Hall from BRM, who had more experience in the building of F-1 engines, came in as the detail-constructor. The taken-over colleague of course, also brought his know-how with him.

At this point, Duckworth showed signs of being a genius, which was highly respected by the others. He was said to be a constructor that considered the entire project instead of looking at it detail for detail. He also used the enourmous amount of knowledge from Ford only hesitantly. Indeed, he succeded nonetheless, in building a racing engine, which would, for 15 years, dominate the scene, not only in one particular car, but in most of them. Which future engine would ever again, be able to take the credit for another 115 GP wins?

As it often happens, in the first test-runs the construction reaches, or even surpasses the targeted performance, which afterwards, is enourmously increased. What we're talking about here, is approx. 300 kW, which is roughly 400 hp. The first mission took place in the spring of 1967, of course in a Lotus, this time the type 49 was used. It was quite unbelievable, but the new engine, in a new car, won ist first race straight off. Jim Clark, by the way, was the successful driver.

Then followed the time, when Colin Chapman owned his own proper airplane, Duckworth his famous helicopter and Mike Costin started out with (environmentally friendly) gliders. Thus, the Cosworth founders returned to their original transport medium. The company grew so much, that the originally planned reserve land was soon used up for building and the they had to expand over to the other side of the road. For the Ford company, the investments also paid dividends, because with each GP-win the Ford-Cosworth engine was mostly mentioned.